Igniting mechanism for explosive-engines.



PATENTE'D JUNE 30, 1908.

No. 892,253." I

- er. B.'HAKINS. IGNITING MECHANISM FOR BXPLOSIVB ENGINES.

APPLICATION FILED FEB. 5. 1906.

2 SHEETS-SHEET 1.

Qttozmmf I PATENTED JUNE 30 1908.

G. B. HAKINS'; IGNITING MECHANISM FOR EXPLOSIVE ENGINES.

APPLICATION FILED THE. 5, 1906.

2 SHEETS-SHEET 2.

, fl z A vwonlioz.

attozmq Wifnwaeo Unrrnn srnrns PATENT GEORGE E. HAKINS,.OF NORWOUD, NEW YORK.

@EFICE.

IG-KITiNG MEGHANIfiM FUR EXPLOSIVE-ENGXNE$.

Specification oi Letters Patent.

Patented June 30, 1908.

Application filed February 5, 1936. Serial tic. 299,592.

To all whom it may concern:

Be it known that I, GEORGE E. Hnrzrns, a

citizen of the United States,residingat Norwood, injhe countyof St. Lawrence and State of New York, have invented new and useful Improvements in Starting and lgnit i ignition is just'in advance of the driven crank reachin its deadcenter. It is also well un derstoo' that in explosiy e-engines it is nee essary to start-the engine by givinga an;

sion.

cient movement thiereofito cause one explo- In explosive gengines, therefore, used for driving vehiclesun-whichthe point of ig ,nition must vary. according to thespeed oi the en ins and in-whichalso the en ine must charge at a-POHIt advanceoi e crank 3 of the bee "he started by'ha'ndit isnecessary to providemeans wherehythe operator cannot, without gross carelessness, attennpt to'start the on gine' when thesparkeris set 'toi 'te the reaching thepoint of dead center; for other; wise the operator isliable to injury because motion of the engine in causing theignition of the charge-before the deadcenter isreached. Also 1n engines of theexe plosive t pe when need-inconneotion with,

' motor-vs else a ratchet istarting-lever is used lomeans of which the engine can he moved orward and when started the ratchet will permit the engine to revolve without at fectingror moving the starting mechanism 1 Should however, theengine'run backward,

the'ratchetwould hold and'c'ause injury to? the operator.

Keeping in mind the above explanation,

the ob ect of my present invention is to provide a safety dev1ce whereby the operator is unable to bring into action the ignition instrumemtalitie's connected with such engine until he has first moved the device for timing such ignition to its latest point of. ignition with relation to the motion of the engine piston.

in the accompanying drawings Figure 1 is a pers ective View of one form of my invention a a ted to he used upon a motor vehicle in whic '1 the time of ignition by electric spark is controlled by an oscillating crank';.

but in which View thesize of switch mechan- ---is1n is exaggerated in proportion to said crank.-. Fig. 2 1s a perspective view showing my invention. applied to a motor vehicle.

- However 1 do not wish to limit myself to the specific mechanism herein shown, as it'is apparent that such mechanism may be vameal to adapt-it to the difierent forms of'ignition controllers in use with different explosiye', engines, without departing from the spirit and scope of my invention, which is to compel the operator to first bring the contr cilfer of such ignition device to the position of the latest period for firing, before such ignition instrumsntalities can be made operati /e, thereby guarding the o erator against the dangers oiprematureex .osive or back motion. as shove explains in the accompanying drawings',A indicates the-s ark controlling hand crank oi the term.

nsua y'employed "on inotor vehicles; c reprssentsthe crank shaft connected therewith, which shaft extends downward, inclining -f orward, through. the vehicle body, to which it is rot'atively. secured by any of the customary means, and provided at or near its lower end with :a'crank a projected in a direction simi lar to crank A and pivotally connected to thee ark timing rod a which rod is similar in a respects to that customarily employed .on electrm sparking motors and isfconnected 'at its further end withthe customary s ark controlling and ignition instr'umenta 'ties represented at H in Fig; 1. a re resents a ortion of the rack usually emp oyed to '100 crank A in any part of its course, by

means of the customary spring detent a on said crank A, with the blank extension thereto required to permit the further. and free motion-of said crank to operate-the switch mechanism hereinafter eXplainedw Ahove the vehicle floor, a collar B is attached rigidly to said crank shaft a having a stud b extending outwardly from the collar, adapted to engage with the swinging lever O loosely fidcr'umed upon said. crank shaft by means of an eye in the end of said lever. Near the niiddleof said} lever is attached a tensile bar F, the body of which is madeof non-elec trio-conducting material, and is provided with a tooth f projected toward. said spring 6, and having notches at both sides of its base for the purpose hereinafter ex lained. At the outer extremity of said bar is attached the arm f carrying the indicator f for the purans pose hereinafter explained, and on the underside of said bar F and near its outer extremity is attached a switch point 1 (shown bydotted lines) electrically connected to the stud bind ing post (i for purposes hereinafter shown. Attached to the upper face of said platform D, in such position as to coincide with said switch-point on the bar F when the latter reaches the limit of its travel in one direction,

' is the switch-point d electrically connected latter.

to the engine sparker. And also projecting from the upper face of said platform D are the two pins d and d to limit the motion of I the switch bar F on either side.

G represents an arched flat'spring inserted between the head of stud d and the body of switch barF to retard the free motion of the v This rack may be attached to the steering mechanism in' the manner usual on motor .vehicles. 1

In operation, the spark controlling crank and shaft having been placed 'onthe vehicle in its usual position near the steering wheel glne havmg an igniting device, means by with the electric switch mechanism forward ,thereof and made fast to the platformof such vehicle, the binding 0st 11 is electrically connected with the battery, or other source of electricity carried upon said ye hicle, while the point (1 is also electrically connected therewith through the sparking instrumentalities of the' engine, and the switch-bar F being placed in the position shown by the full lines, it is manifest that the electric circuit isbroken by the ,non-contact of the pointd with the point f on the under side of the switch bar F, heretofore described, andthat therefore no s arking can then take place in the engine. low, by moving the spark controlling crank" toward the rightto t e late spark osition, the stub 6 upon the collar B, will e brou ht into contact with the side of the lever and further motion thereof in the same direction to its full limit will,- through the movement of such lever, 0,,

.tarding the bayonet-spring e', which, sliding on the forward inclined surface of the tooth f ,will catch in the notch at the base thereof and thereby swing the switchbar F,upon its pivot (lfluntil it is brought into the position shown by the broken lines and the two switch oints are brought/into contact with each ot er, thereby establishing an electric circuit through the sparker and at the same time throwing the indicator f 4 into view beyond platform D. As soon as the engine is in full operation, that detent may be released and the s arker timed forward, as is usually done, by a vancing the spark-controller crank toward early sparking position at the left-hand end of this sector a without in anywise disarranging or interferin with, said switch mechanism.

When it is desired toagain disconnect the said electric current the spark controller crank is first brought to the late s arking position on the right hand end of sai sector and its motion continued further towards the right and beyondthe arresting teeth of said sector, whe'n"through the connected mechanism above explained, the bayonet spring is again advanced toward andslid on the opposite side of tooth f into the corresponding base notch on that side of said tooth, thereby throwing the switch bar into its original position, withdrawing the indicator f from sight and disconnecting the switch-points.

' mg to set forth all the forms in which it may be made or used, what I claim and desire to secure by Letters Patent is 1. In combination with an explosive en- .which the firing of the explosive mixture can be advanced or retarded with relation to the position of the piston of such engine, and

other means for putting such igniting device entirelyor out of operation dependent upon the prior movement of such first means to the position for retarding such firing.

.2. In combination with an explosive engine, instrumentalities for producing a spark for firing the, explosive mixture therein,

switch mechanism for throwing such instrumentallties into or out of operation, and

means for actuating such. switch mechanism dependent upon the prior movement of the said instrumentalities to the osition of reof-such spar with relation to the position 0 thepiston of such engine.

3. In combination with-an explosive engine, an igniting device the firing of which can be advanced or retarded with relation to' the position of the piston of such engine,

means including a hand crank, for so advancin or retardin such iii-mg, and other means or putting suc igniting device entirely in or out of operation 'delpendent u on the prior movement of such and cran to the position for retarding such firing.

4. In combination with an explosive engine an igniting device comprising means for producing and electric spark, the firing of which can be advanced or retarded with relation to the position of the iston of such en-' gine, means including a han crank for so ad vancing or retarding such firing; and other means for putting such. igniting device entlrely in or out of operation dependent upon the prior movement of such hand crank to the position for retarding such firing.

In testimony WllGIGO I have slgned my nameto this specification in the presence of two subscribing Witnesses.

GEORGE B. HAKINS. Witnesses:

IDA MAY MORELAND, AGNES MORELAND. 

